Impact protection structure

Abstract

An impact protection structure 200 is provided for protecting a power pack module 130 of a vehicle. The structure includes a deflection member 120 between a suspension assembly 110 and power pack 120

Description

TECHNICAL FIELD The present disclosure relates to an impact protection structure. Aspects of the invention relate to a combined impact protection structure and vehicle suspension assembly for protecting a power pack module of a vehicle from impact, to a sub-assembly of a vehicle, and to a vehicle. BACKGROUND It is known to provide vehicles having various structures in proximity to power pack modules of the vehicle. In the event of a vehicle collision, components and structures of the vehicle may move and may contact one another. It is important to protect the power pack module from damage in the event of a collision. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a combined impact protection structure and vehicle suspension assembly for protecting a power pack module of a vehicle from impact, to a sub-assembly of a vehicle, and to a vehicle as claimed in the appended claims. According to an aspect of the present invention there is provided a combined impact protection structure and vehicle suspension assembly for protecting a power pack module of a vehicle from impact by the vehicle suspension assembly during a collision, the impact protection structure comprising: a deflection structure positioned between the vehicle suspension assembly and the power pack module in use, the deflection structure comprising a deflection surface facing the vehicle suspension assembly and inclined with respect to the power pack module; and an inclined contact surface provided on the vehicle suspension assembly, the inclined contact surface of the vehicle suspension assembly being spaced from and facing the inclined surface of the deflection structure; wherein the inclination of the deflection surface corresponds substantially to the inclination of the contact surface of the vehicle suspension assembly, such that when the vehicle suspension assembly is moved toward the power pack module during a collision, the deflection surface is configured to contact the contact surface and guide the contact surface along the deflection surface to guide the vehicle suspension assembly away from the power pack module. The correspondence between the inclination of the deflection surface and the contact surface of the assembly guides the assembly away from the power pack module in the event of a collision of the vehicle, thus protecting the power pack module and reducing pressure exerted on the deflection structure by the vehicle suspension assembly during collision. In some examples, the vehicle suspension assembly is a lower control arm of a vehicle suspension structure. In some examples, the deflection surface and contact surface are configured to make planar surface to planar surface contact. The pressure exerted on the deflection surface during the surface-to-surface contact of the corresponding surfaces is reduced compared to a point-to-surface contact of a conventional arrangement. In some examples, the deflection structure comprises a base, the base being fixed to a vehicle structure by at least one fixing point in use; and wherein the at least one fixing point is located on a portion of the base proximal to the vehicle suspension assembly. In some examples, the at least one fixing point is located at a position beyond a mid-point on the deflection surface relative to the battery pack. The location of the at least one fixing point prevents the deflection structure from tilting backwards on collision. In some examples, the deflection surface and the contact surface of the vehicle suspension assembly are formed of dissimilar materials. This provides a more desirable friction coefficient for enabling the assembly to glide along the deflection structure and prevents sticking between the surfaces. In some examples, the combined impact protection structure and vehicle suspension assembly further comprises a suspension retention arrangement fixed to a vehicle structure by one or more fixings and configured to surround at least a portion of the vehicle suspension assembly during use, and to permit movement of the vehicle suspension assembly in a first direction and restrict movement of the vehicle suspension assembly in a second direction substantially perpendicular to the first direction; wherein the suspension retention arrangement is configured to break and detach from the vehicle suspension assembly in the event of collision. The suspension retention arrangement prevents the vehicle suspension assembly from moving laterally and maintains a correct position of the vehicle suspension assembly in use. The configuration of the suspension retention arrangement to break and detach in the event of collision prevents the suspension retention arrangement from colliding with the power pack module or preventing the sliding of the assembly. In some examples, the suspension retention arrangement comprises a suspension bush housing. In some examples, the first direction is a direction extending from the vehicle suspension assembly toward the power pack module. In some examples, the first direction is along a longitudinal axis of the vehicle suspension assembly; wherein the longitudinal axis of the vehicle suspension assembly extends substantially perpendicularly to a surface of a housing of the power pack module. In some examples, the suspension retention arrangement comprises a frangible portion proximal to the one or more fixings configured to enable breakage at specified load and direct the suspension retention arrangement away from the deflection surface on detachment. In some examples, the vehicle suspension assembly comprises one or more protruding members extending from a surface of the vehicle suspension assembly and configured to contact the suspension retention arrangement and act against the suspension retention arrangement to facilitate detachment of the suspension retention arrangement from the vehicle structure during a collision. In some examples, the one or more protruding members extend in a direction perpendicular to a longitudinal axis of the vehicle suspension assembly. In some examples, the longitudinal axis of the vehicle suspension assembly extends perpendicularly to a surface of a housing of the power pack module. These features enable the suspension retention arrangement to break at a desired point, which prevents the suspension retention arrangement from getting in the way of the assembly. In some examples, the deflection structure and the suspension retention arrangement are formed by a single material casting. In some examples, the deflection structure is provided as part of a housing of the power pack module. In some examples, a dimension of the deflection structure is dependent upon an expected load associated with a collision of the vehicle. Advantageously, the deflection structure can be sized according to the potential loads arising during collisions of a specific vehicle. For example, the expected load to be exerted on the deflection structure may vary according to the size and weight of the vehicle, or of components of the vehicle such as the vehicle suspension assembly. In some examples, the deflection structure comprises at least one fin structure provided along an edge of the deflection surface and extending in a direction normal to the inclination of the deflection surface. The provision of the fin along the edge of the deflection surface prevents the vehicle suspension assembly sliding sideways off of the edge of the deflection surface during a collision. According to another aspect of the present invention, there is provided a sub-assembly of a vehicle comprising: the combined impact protection structure and vehicle suspension assembly of any preceding statement; and the power pack module. In some examples, the sub-assembly further comprises a vehicle support structure, the combined impact protection structure and vehicle suspension assembly and the power pack module being provided on the vehicle support structure. In some examples, the sub-assembly further comprises a vehicle suspension subframe provided on the vehicle support structure, wherein, in the event of a collision, the vehicle suspension subframe is configured to move with the vehicle suspension assembly and to at least partially collapse prior to contact between the vehicle suspension assembly and the inclined surface of the deflection structure. In some examples, the vehicle suspension subframe has a longitudinal axis, wherein the vehicle suspension assembly has a longitudinal axis aligned substantially parallel to the longitudinal axis of the vehicle suspension subframe. In some examples, the longitudinal axis of the vehicle suspension subframe and the longitudinal axis of the vehicle suspension assembly extend perpendicular to a surface of a housing of the power pack module. In some examples, the longitudinal axis of the vehicle suspension subframe and the longitudinal axis of the vehicle suspension assembly extend substantially parallel to a longitudinal axis of the vehicle, the longitudinal axis of the vehicle extending between a front and a rear of the vehicle. The subframe is configured to collapse to reduce the loads exerted on the deflection structure during collision, contributing to protection of the power pack module. According to another aspect of the present invention, there is provided a vehicle comprising the combined impact protection structure and vehicle suspension assembly of any preceding statement or the sub-assembly of any preceding statement. According to another aspect of the invention, there is provided a deflection structure positioned between the vehicle suspension assembly and the power pack module in use, the deflection structure comprising a deflection surface facing the vehicle suspension assembly and inclined with respect to the power pack module Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in anyway and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figures 1a, 1b and 1c show block diagrams illustrating a combined impact protection structure and vehicle suspension assembly according to an embodiment of the invention at different positions; Figure 2a shows a block diagram illustrating a side view of a combined impact protection structure and vehicle suspension assembly according to an embodiment of the invention; Figure 2b shows a block diagram illustrating a top view of the combined impact protection structure and vehicle suspension assembly of Figure 2a according to an embodiment of the invention; and Figure 3 shows a vehicle in accordance with an embodiment of the invention. DETAILED DESCRIPTION The present disclosure relates to a combined impact protection structure and vehicle suspension assembly suitable for use in a vehicle. The combined impact protection structure and vehicle suspension assembly is for protecting a power pack module of the vehicle from impact in the event of a collision, and in particular for protecting the power pack module of the vehicle from impact by the vehicle suspension assembly. The combined impact protection structure and vehicle suspension assembly comprises inclined opposing surfaces configured to contact each other during a collision so as to direct the vehicle suspension assembly away from the power pack module. Thus, the present invention provides an improved assembly for protecting a power pack module of a vehicle. As will be discussed in detail below, various embodiments describe further ways in which the power pack module is protected during a collision. The deflection structure of the present invention may be particularly beneficial when considering vehicle pulse reduction. That is, it should be understood that it is desirable to optimize a vehicle’s crash pulse to ensure user safety. In some cases, vehicle structures may be designed to allow increased motion of vehicle structures (such as the vehicle suspension assembly discussed below) in order to allow additional structural crush. In such a case, it becomes increasingly important to protect other vehicle components (such as the power pack module) from impact by the movement of the vehicle structures during a collision. The present invention therefore allows for further optimization of the vehicle crash pulse by providing means for protecting important vehicle components such as the power pack module, to allow for greater movement and / or crush of other vehicle structures such as the vehicle suspension assembly. Although this disclosure refers to a combined impact protection structure and vehicle suspension assembly, it should be understood that in an example, the vehicle suspension assembly may be replaced by any other vehicle structure or assembly. The vehicle suspension assembly is provided as an example of a vehicle structure that may be located proximally to the power pack module of the vehicle, but depending on the arrangement of the vehicle, the inclined contact surface of the vehicle suspension assembly may be provided on other vehicle structures or assemblies proximal to the power pack module to protect the power pack module from impact. Further, while the disclosure refers to protection of a vehicle power pack module, it should be understood that the same principles can be applied to protection of other vehicle components or structures. Figures 1a-1cshow block diagrams illustrating a combined impact protection structure and vehicle suspension assembly 100 according to an embodiment of the invention. Figures 1a-1c show the combined impact protection structure and vehicle suspension assembly 100 at different positions, and for example show how the combined impact protection structure and vehicle suspension assembly 100, and particularly the vehicle suspension assembly 110, may move during a vehicle collision. The combined impact protection structure and vehicle suspension assembly 100 of Figures 1a-1c comprises a vehicle suspension assembly 110 and a deflection structure 120. Figures 1 a-1 c also illustrate a power pack module 130 of a vehicle, but it should be understood that the power pack module 130 may be provided separately to the combined impact protection structure and vehicle suspension assembly 100. The power pack module 130 includes a plurality of battery cells. Figures 1a-1c may be understood as illustrating a 2-dimensional side view of the combined impact protection structure and vehicle suspension assembly 100. The combined impact protection structure and vehicle suspension assembly 100 is represented using simple shapes and arrangements to aid in understanding, but it should be understood that each of the parts of the combined impact protection structure and vehicle suspension assembly 100 may be provided having various shapes, sizes or arrangements depending on the configuration of the vehicle. In one example, the vehicle suspension assembly 110 may comprise a substantially cylindrical body. Further, it should be understood that the combined impact protection structure and vehicle suspension assembly 100 may be installed in different orientations in use in the vehicle. The deflection structure 120 is positioned between the vehicle suspension assembly 110 and the power pack module 130 in use. The deflection structure 120 comprises a deflection surface 122 facing the vehicle suspension assembly 110 and inclined with respect to a side of the power pack module 130. The deflection structure 120 may be provided adjacent to the side of the power pack module 130 and may in some examples be fixed to the side of the power pack module 130. The deflection structure 120 may also be fixed to other vehicle structures, as will be discussed in respect of Figure 2. In some examples, the deflection structure 120 may be integrally formed as part of a housing of the power pack module 130, or the deflection structure 120 and the power pack module 130 may be formed separately. In some examples, the deflection structure 120 may be formed of a metal alloy casting, although the present disclosure should not be limited to this example. The vehicle suspension assembly 110 comprises a structure or assembly associated with a vehicle suspension system. For example, the vehicle suspension assembly 110 may comprise a lower control arm of a vehicle suspension system. The vehicle assembly 110 comprises an inclined contact surface 112 provided on the vehicle suspension assembly 110, the inclined contact surface 112 of the vehicle suspension assembly 110 being spaced from and facing the inclined surface of the deflection structure 120. That is, the contact surface 112 of the vehicle suspension assembly 110 may be spaced apart from and face the deflection surface 122 of the deflection structure 120. The inclination of the contact surface 112 of the vehicle suspension assembly 110 substantially corresponds to the inclination of the deflection surface 122 of the deflection structure 120. For example, as shown in Figure 1a, the contact surface 112 and the deflection surface 122 comprise surfaces inclined at similar or the same angles. In this way, in the event of a collision where the vehicle suspension assembly 110 is driven towards the power pack module 130 by forces associated with the collision, the deflection surface 122 is configured to contact the contact surface 112 and guide the contact surface 112 along the deflection surface 122 to guide the vehicle suspension assembly 110 away from the side of the power pack module 130. The movement of the vehicle suspension assembly 110 during such a collision can be seen as a progression moving from a first position in Figure 1a, to a second position in Figure 1b, to a third position in Figure 1c. Initially, in Figure 1 a, when the collision occurs the vehicle suspension assembly 110 is spaced apart from the deflection structure 120 and the power pack module 130. The vehicle suspension assembly 110 may be driven towards the deflection structure 120 and the power pack module 130 by the collision. At Figure 1b, the vehicle suspension assembly 110 approaches and engages the deflection structure 120. More specifically, the contact surface 112 of the vehicle suspension assembly 110 engages the deflection surface 122 of the deflection structure 120. Due to the substantially corresponding inclinations of the contact surface 112 and the deflection surface 122, the vehicle suspension assembly 110 is directed away from the power pack module 130 in a direction corresponding to the inclination of the deflection surface 122, as can be seen in Figure 1c. In some examples, and as can be seen from in Figure 1b, the deflection surface 122 and contact surface 112 may be configured to make planar surface to planar surface contact. Thereby, pressure exerted on the deflection surface during the surface-to-surface contact of the corresponding surfaces is reduced compared to a point-to-surface contact. In some examples, the contact surface 112 and the deflection surface 122 may be formed of dissimilar materials. In this case, a desired friction coefficient for enabling the vehicle suspension assembly 110 to slide in a controlled manner along the deflection surface 122 may be achieved. In particular, the frictional coefficients between the contact surface 112 and the deflection surface 122, in combination with the corresponding inclination of the contact surface 112 and the deflection surface 122, may be configured so as to prevent sticking or galling between the contact surface 112 and the deflection surface 112. The power pack module 130 may comprise a housing surrounding one or more battery cells of the vehicle. For example, the power pack module 130 may comprise one or more low voltage or high voltage battery cells of the vehicle. The housing of the power pack module 130 may provide thermal insulation and environmental protection to the internal batteries, but may not sufficiently protect the internal batteries from impact by the vehicle suspension assembly 110 in the event of a collision. Thus, the deflection structure 120 of the present invention provides improved protection to the power pack module 130 in the event of a collision. It should be understood that while reference is made to a collision, the combined impact protection structure and vehicle suspension assembly 100 of the invention is suitable for protecting the power pack module 130 (or other vehicle structures) from impact due to any situation where forces act to drive another vehicle structure (such as the vehicle suspension assembly 110) toward the power pack module 130. Further, it may be seen that the deflection structure 120 protects the power pack module 130 from impact by the vehicle suspension assembly 110 in a situation where a force acts in a particular direction to drive the vehicle suspension assembly 110 toward the power pack module 130. In some cases, this may correspond to a collision at a front end or a rear end of the vehicle. However, it should be understood that the deflection structure 120 may be positioned around any side of the power pack module 130 facing a respective direction away from the power pack module 130 to thereby protect the power pack module 130 from impacts from the respective direction. Further, a plurality of deflection structures 120 may be provided to protect the power pack module 130 from a respective plurality of directions. Figure 2a shows a block diagram illustrating a combined impact protection structure and vehicle suspension assembly 200 according to an embodiment of the invention. Figure 2b shows the same combined impact protection structure and vehicle suspension assembly 200 from another view. Figure 2a may be understood as showing a side view of the combined impact protection structure and vehicle suspension assembly 200, and Figure 2b may be understood as showing a top down view of the combined impact protection structure and vehicle suspension assembly 200. However, the terms “side” and “top” should not be taken as limiting, and it should be understood that the combined impact protection structure and vehicle suspension assembly 200 may be installed in various orientations in use. The view of the combined impact protection structure and vehicle suspension assembly 200 shown in Figure 2b is taken from a direction rotated 90 degrees from the view shown in Figure 2a. The combined impact protection structure and vehicle suspension assembly 200 of Figures 2a-2b is similar to the combined impact protection structure and vehicle suspension assembly 100 of Figures 1a-1c, but comprises additional features which should be understood as being optional. Description of features common with the combined impact protection structure and vehicle suspension assembly 100 of Figures 1a-1c is omitted for brevity, but the description of the combined impact protection structure and vehicle suspension assembly 200 of Figures 2a-2b should be understood in combination with the description of Figures 1 a-1 c. Referring to Figures 2a and 2b, the combined impact protection structure and vehicle suspension assembly 200 may be at least partially attached or fixed to a vehicle structure 150. The vehicle structure 150 may be external to the combined impact protection structure and vehicle suspension assembly 200. The vehicle structure 150 may comprise a frame or support structure of the vehicle, such as a vehicle chassis. The vehicle structure 150 may be provided to extend along, above or underneath at least a portion of the combined impact protection structure and vehicle suspension assembly 200. For example, and as will be discussed below, one or more of the deflection structure 120 or the power pack module 130 may be fixed to the vehicle structure 150. The vehicle structure 150 may also be referred to as a vehicle support structure. The combined impact protection structure and vehicle suspension assembly 200 of Figures 2a and 2b may further comprise a suspension retention arrangement 140. The suspension retention arrangement 140 is provided to surround at least a portion of the vehicle suspension assembly 110 during use and restrict lateral movement of the vehicle suspension assembly 110. That is, the suspension retention arrangement 140 may permit movement of the vehicle suspension assembly 110 in a first direction while restricting movement of the vehicle suspension assembly 110 in a second direction perpendicular to the first direction. The suspension retention arrangement 140 may comprise a strap configured to wrap around a portion of the vehicle suspension assembly 110, or may comprise a structure having an opening through which the vehicle suspension assembly 110 extends. In one example, the suspension retention arrangement 140 comprises a suspension bush housing. The suspension retention arrangement 140 may be fixed to the vehicle structure 150 by one or more fixings 142. The one or more fixings 142 may include any suitable fixing such as a nut, screw or bolt. As can be seen in Figure 2b in particular, a plurality of fixings including a first fixing 142 and a second fixing 146 may be provided on different sides of the suspension retention arrangement 140. The suspension retention arrangement 140 may be configured to break and detach from the vehicle suspension assembly 110 and / or the vehicle structure 150 in the event of collision. The suspension retention arrangement 140 thereby prevents the vehicle suspension assembly 110 from moving laterally and maintains a correct position of the vehicle suspension assembly 110 in use. The configuration of the suspension retention arrangement 140 to break and detach in the event of collision prevents the suspension retention arrangement 140 from colliding with the power pack module 130 or preventing the sliding of the vehicle suspension assembly 110 along the deflection surface 122. Further, the breakage of the suspension retention arrangement 140 may be configured so as to assist in directing the vehicle suspension assembly 110 in a desired direction away from the power pack module 130. The breakage of the suspension retention arrangement 140 may be configured such that the suspension retention arrangement 140 is configured to break after the vehicle suspension assembly 110 contacts the deflection surface 122. This may be achieved in a variety of ways, or by a combination of different approaches discussed below. In some examples, the suspension retention arrangement 140 comprises a frangible portion 144 proximal to the one or more fixings 142,146 and configured to enable breakage at specified load and direct the suspension retention arrangement 140 away from the deflection surface 122 on detachment. The frangible portion 144 may comprise a section of the suspension retention arrangement 140 having perforations, varying thickness, or may comprise an open section where no material is provided. The frangible portion 144 is configured to be weaker than other portions of the suspension retention arrangement 140 such that when forces are applied to the suspension retention arrangement during a collision, the frangible portion 144 is configured to break before other portions of the suspension retention arrangement 140. The frangible portion 144 may be provided proximal to one or more of the fixings 142, 146. In the example of Figure 2b, the frangible portion 144 is provided proximal to the first fixing 142 but not the second fixing 146. In this example, the suspension retention arrangement 140 may be configured to break at the frangible portion 144 and to detach from the vehicle structure 150 at the first fixing 142 while remaining attached to the vehicle structure 150 at the second fixing 146. In this way, it is ensured that the suspension retention arrangement 140 does not block the desired movement of the vehicle suspension assembly 110 during collision. It should be understood that this is merely an example. The suspension retention arrangement 140 may be configured to break after the vehicle suspension assembly 110 contacts the deflection surface 122 via relative positioning of the suspension retention arrangement 140, the frangible portion 144, the vehicle suspension assembly 110 and the deflection surface 122. Alternatively or in addition, the vehicle suspension assembly 110 comprises one or more protruding members 114 configured to contact the suspension retention arrangement 140 and act against the suspension retention arrangement 140 to facilitate detachment of the suspension retention arrangement 140 from the vehicle structure 150. That is, the protruding member 114 may extend from the vehicle suspension assembly 110 such that when the vehicle suspension assembly 110 passes through the suspension retention arrangement 140 and reaches a predetermined point, the protruding member 114 contacts the suspension retention arrangement 140 and facilitates detachment or breakage of the suspension retention arrangement 140. The suspension retention arrangement 140 may be configured to break after the vehicle suspension assembly 110 contacts the deflection surface 122 via relative positioning of the suspension retention arrangement 140, the protruding members 114, the vehicle suspension assembly 110 and the deflection surface 122. In some examples, the deflection structure 120 and the suspension retention arrangement 140 may be formed by a single material casting. In another example, they may be formed separately. The deflection structure 120 illustrated in Figures 2a and 2b also comprises a base 124. The base 124 is fixed to the vehicle structure by one or more fixing point 126 in use. The one or more fixing point 126 may be located on a portion of the base 124 proximal to the vehicle suspension assembly 110. That is, looking at Figure 2a or 2b, the fixing point 126 can be seen to be located on a portion of the base 124 closer to the vehicle suspension assembly 110 than a halfway point between the power pack module 130 and the furthest edge of the deflection surface 122 from the power pack module 130. That is, the fixing point 126 may be located at a position beyond a mid-point on the deflection surface relative to the power pack module 130. In this arrangement, the location of the fixing point 126 prevents the deflection structure 120 (or a front edge of the deflection structure 120 proximal to the vehicle suspension assembly 110) from lifting during a collision. It should be understood that if the front edge of the deflection structure 120 were to lift during a collision, it may increase the risk of the deflection structure 120 obstructing or interfering with the desired path of travel of the vehicle suspension assembly 110 and / or the suspension retention arrangement 140 during the collision. The location of the fixing point 126 as described above therefore reduces the risk of the vehicle suspension assembly 110 and / or the suspension retention arrangement 140 catching in the event of a collision. In some examples, the fixing point 124 is located between a forward edge of the base 124 proximal to the vehicle suspension assembly 110 and a contact point on the deflection surface 122 where the contact surface 112 contacts the deflection surface 122 during collision. The deflection structure 120 illustrated in Figures 2a and 2b also comprises at least one fin structure 128 provided along an edge of the deflection surface 122 and extending in a direction normal to the inclination of the deflection surface 122. That is, in an example where the deflection surface 122 is substantially shaped as an inclined ramp, the deflection surface 122 comprises at least one raised edge portion extending along the inclined edges of the deflection surface 122. The provision of the fin structure 128 along the edge of the deflection surface 122 prevents the vehicle suspension assembly 110 sliding sideways off of the edge of the deflection surface 122 during a collision. In some examples, a width of the deflection structure 120 is associated with a predetermined load associated with the vehicle. Advantageously, the deflection structure 120 can be sized according to the potential loads arising during collisions of a specific vehicle. For example, the expected load to be exerted on the deflection structure 120 may vary according to the size and weight of the vehicle, or of components of the vehicle such as the vehicle suspension assembly 110. It should be understood that the width of the deflection structure 120 refers to a dimension of the deflection structure 120 measured in a direction perpendicular to the direction of movement of the vehicle suspension assembly 110 toward the deflection structure 120 during a collision. The combined impact protection structure and vehicle suspension assembly 200 of Figures 2a and 2b may be provided in use proximal to a vehicle suspension subframe 160 provided on the vehicle structure 150 and extending substantially parallel to the vehicle suspension assembly 110. That is, a longitudinal axis of the vehicle suspension subframe 160 and a longitudinal axis of the vehicle suspension assembly 110 may be substantially aligned. The vehicle suspension subframe 160 may be configured to collapse in the event of a collision to thereby reduce a load exerted on the deflection structure 120 by the vehicle suspension assembly 110, thereby contributing to protection of the power pack module 130. The vehicle suspension subframe 160 may be fixed to the vehicle structure 150 by one or more suitable fixings 162. The vehicle suspension subframe 160 may form part of the combined impact protection structure and vehicle suspension assembly 200, or may be omitted or may be provided separately to the combined impact protection structure and vehicle suspension assembly 200. It should be understood that while a combined impact protection structure and vehicle suspension assembly 100,200 has been described with reference to Figures 1 and 2, the invention may also relate to a sub-assembly of a vehicle comprising the combined impact protection structure and vehicle suspension assembly 100, 200 and the power pack module 130. The sub-assembly may further comprise the vehicle structure on which the combined impact protection structure and vehicle suspension assembly 100, 200 and / or the power pack module 130 may be installed. The sub-assembly may further comprise the vehicle suspension subframe 160. Further, the deflection structure 120 may be provided separately to the vehicle suspension assembly 110, and may for example be formed to correspond to the geometry of existing vehicle suspension assemblies. Figure 3 illustrates a vehicle 300 according to an embodiment of the present invention. The vehicle 300 comprises a combined impact protection structure and vehicle suspension assembly 100 as illustrated in Figure 1, or a combined impact protection structure and vehicle suspension assembly 200 as illustrated in Figure 2. The vehicle 300 further comprises at least one power pack module 130 and a suspension structure. It should be appreciated that the location of the combined impact protection structure and vehicle suspension assembly 100, 200 shown in Figure 3 is not to be taken as limiting, and that the location may vary from vehicle to vehicle. It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A combined impact protection structure and vehicle suspension assembly for protecting a power pack module of a vehicle from impact by the vehicle suspension assembly during a collision, the impact protection structure comprising:a deflection structure positioned between the vehicle suspension assembly and the power pack module in use, the deflection structure comprising a deflection surface facing the vehicle suspension assembly and inclined with respect to the power pack module; andan inclined contact surface provided on the vehicle suspension assembly, the inclined contact surface of the vehicle suspension assembly being spaced from and facing the inclined surface of the deflection structure;wherein the inclination of the deflection surface corresponds substantially to the inclination of the contact surface of the vehicle suspension assembly, such that when the vehicle suspension assembly is moved toward the power pack module during a collision, the deflection surface is configured to contact the contact surface and guide the contact surface along the deflection surface to guide the vehicle suspension assembly away from the power pack module.

2. The combined impact protection structure and vehicle suspension assembly of claim 1, wherein the deflection surface and contact surface are configured to make planar surface to planar surface contact.

3. The combined impact protection structure and vehicle suspension assembly of any preceding claim: wherein the deflection structure comprises a base, the base being fixed to a vehicle structure by at least one fixing point in use; andwherein the at least one fixing point is located on a portion of the base proximal to the vehicle suspension assembly.

4. The combined impact protection structure and vehicle suspension assembly of claim 3, wherein the at least one fixing point is located at a position beyond a mid-point on the deflection surface relative to the battery pack module.

5. The combined impact protection structure and vehicle suspension assembly of any preceding claim, wherein the deflection surface and the contact surface of the vehicle suspension assembly are formed of dissimilar materials.

6. The combined impact protection structure and vehicle suspension assembly of any preceding claim, further comprising a suspension retention arrangement fixed to a vehicle structure by one or more fixings and configured to surround at least a portion of the vehicle suspension assembly during use, and to permit movement of the vehicle suspension assembly in a first direction and restrict movement of the vehicle suspension assembly in a second direction substantially perpendicular to the first direction;wherein the suspension retention arrangement is configured to break and detach from the vehicle suspension assembly in the event of collision.

7. The combined impact protection structure and vehicle suspension assembly of claim 6, wherein the suspension retention arrangement comprises a frangible portion proximal to the one or more fixings configured to enable breakage at specified load and direct the suspension retention arrangement away from the deflection surface on detachment.

8. The combined impact protection structure and vehicle suspension assembly of any of claims 6 to 7, wherein the vehicle suspension assembly comprises one or more protruding members extending from a surface of the vehicle suspension assembly and configured to contact the suspension retention arrangement and act against the suspension retention arrangement to facilitate detachment of the suspension retention arrangement from the vehicle structure during a collision.

9. The combined impact protection structure and vehicle suspension assembly of any preceding claim, wherein the deflection structure comprises at least one fin structure provided along an edge of the deflection surface and extending in a direction normal to the inclination of the deflection surface.

10. A sub-assembly of a vehicle comprising:the combined impact protection structure and vehicle suspension assembly of any preceding claim; andthe power pack module.

11. The sub-assembly of claim 10, further comprising a vehicle support structure, the combined impact protection structure and vehicle suspension assembly and the power pack module being provided on the vehicle support structure.

12. The sub-assembly of claim 11, further comprising a vehicle suspension subframe provided on the vehicle support structure,wherein, in the event of a collision, the vehicle suspension subframe is configured to move with the vehicle suspension assembly and to at least partially collapse prior to contact between the vehicle suspension assembly and the inclined surface of the deflection structure.

13. A vehicle comprising the combined impact protection structure and vehicle suspension assembly of any of claims 1 to 9 or the sub-assembly of any of claims 10 to 12.IntellectualPropertyOfficeApplication GB2418297.4Search report under Section 17 of the Patents Act 1977Date search completed: 11 June 2025Claims searched: 1-13International classificationSubclass and subgroup Valid from B62D21 / 15 01 / 01 / 2006Field of searchWorldwide search of patent documents classified in the following areas of the IPC:B62D, B60RDatabases used in the preparation of this search report:SEARCH-PATENTDocuments considered to be relevantPatent literatureCategory Relevant claims Document of relevance X 1-13 WO 2011 / 077554 A1 (TOYOTA MOTOR), See particularly Figures 1-6 A - FR 2813253 A1 (RENAULT), See particularly Figures 1b-1e14A - CN 111660786 A (FORD), See particularly Figures 1-2 A - DE 19961614 A1 (DAIMLER CHRYSLER), See particularly Figures 1-2 A - US 2014 / 0049070 A1 (YOUNG et al), See particularly Figures 2-5 Non-patent literature Category Relevant claims Document of relevanceCategoriesLetter or DescriptionsymbolX Document indicating lack of novelty or inventive step.Y Document indicating lack of inventive step, if combined with anotherdocument of the same category.& Member of the same patent family. A Document indicating technological background. P Document published on or after the priority date but before the fling date of the present application. E Earlier application published on or after the filing date of the present application.

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